Internal-combustion engine



Dec. 13, 1927.

1,652,266 J. BARLETTA INTERNAL coNBusTroN ENGINE original Filed Feb. 16. 1921 2 shuts-sheet 2 INVENTQR.

BY M TORNEY.

Patented Dec. 13,1927.

UNITED STATES PATENT` OFFICE.

JOHN BARLETTA, OF SAN FRANCISCO, CALIFORNIA. l

INTERNAL-COMBUSTION ENGINE.

substitute ai application serial no. 445,351, med rebraaly 1e, 1921. This application area :une 22, 1927.

Serial No. 200,747.

This invention relates to improvements in two cycle gas engines and one of the objects of the invention is to produce an engine that will be extremely simple in construction and 5- be capable of being driven by gasoline or crude oil.

Another object of the invention'is to provide means for self ignition when using 4 crude oil. n

i Another object of the invention is to produce an engine with means -for controlling the speed thereof without misfiring.

Another object of the invention is to provide an engine' with a system of positive air 15 Eirculation for cooling the combustion cham- Another object of the invention is to produce an engine with a dual air scavenging system provided with greater` air capacity zo for cleansing the combustion cylinder, ar-

ranged to admit iirst an air charge cleansing operation without fuel oil, and then admit an air charge into the combustion cylinder mixed with fuel oil ready for firing.

Other objects of the invention will appear as the description proceeds.

An embodiment of the invention is shown in the drawings in which the same reference numeral is applied to the same portion 30 throughout, but I am aware that there may be modifications thereof.

Figure 1 is a vertical sectional view of the engine but showing some parts in full for clearness.

Figure 2 is an end elevation lookin from the right of Figure 1 with parts roken away for purpose of illustration.

In the drawings:

The numeral 1 indicates a combustion cyl- 40 `inder and 2 an air cylinder of larger diameter which is bolted to a crank case 3.

The piswn 4 slides in the combustion chamber, and is provided with the piston rings 5 and 6.

The piston 7 slides in the air cylinder 2 and is preferably an enlarged portion of the piston 4 and has the ring 8. The piston 7 also has an extension 9 provided with a port 10.

5o The piston 4 is' connected to the crank shaft 11 by the wrist pin 12, rod 13 and crank 14.

When the piston is down the port coincides with a port 15 leading to a valve 16,

55 which valve is capable of being rotated by means of a handle 171 An opening through the valve 16'leads from the port 15 to the passageway 18 leading to the port 19 in the combustion cylinder 1. A passageway 20 also leads from the valve 16 to the port 19. A port 21 connects the inside ofthe .cyllnder 2'with the passageway 20. Exhaust ports 22 in the combustion chamber, communicate with the outside air. Ports 23 and 24 connect the inside of the cylinder 2 with the outside air.

Means for cooling the combustion cylinder by a circulation of air consist of shells 24 and 25 held together by bolts through the b osses 26 and 27. The shells are of suicient size to leave a space around the combustion cylinder and in the space are the baiile plates 28 on the inside wall of the shells, and baffle plates 29 on the walls of the cylinder. The baliie plates in the top of the cylinder are straight across, while those around the side walls are circular to allow for assembling. An opening 30 is provided in the top of the shells for an air inlet.

The air is drawn in through the opening 30 and circulates around the baille plates by the action of a combined fly-wheel and fan 31 on the crank shaft 11 which draws the air through the passage 32 and blows it out through the openings 33.

An ignition chamber 34 is provided with a spark plug 35 for use as a gasoline engine, but when using crude oil means are provided to bring the charge up to such a high compression that it will be self-ignited. This is attained by connecting to the chamber 34 a small cylinder 36 in whicha small pis- 'ton 37 is adapted to reciprocate. The piston is reciprocated by means of eccentrics 38 and 39 acting on a lever 40, pivoted on the slidable block 42 which can be adjusted by the screw 43 and handwheel 44 mounted on the bracket 45.

A reversing link 46 is controlled by the lever 47 pivoted on the bracket 48 and held in any position by the quadrant 49, notches 50 and latch 51. A rod 52 connects the lever to the link on which are pivoted the eccentric rods 53 and 54.

The carburetor 55 is connected to the tube 56 -by the hole 57; a needle valve 58 controls the amount of gas that enters the passageway 18. l

In operation, when the plston is ralsed 1t tends to form a vacuum in the cylinder 2 v are uncovered the air will rush in from the gaso 'ne is used, but w outside to fill the vacuum. On the down stroke this air will be compressed and as the port 10 passes the port 21 some of the compressed air will-flow through the passage 20 and port 19 and circulate through the combustion cylinder and out at exhaust port 22, which comprises the cleansing operation.

, At the end of the downward stroke the port 10 coincides with the port 15 and a passage is formed for the compressed air through the orts 10 and 15, va ve 16, passage 18 ,an port 19 to the combustion chamber.

The fuel is drawn in with the air from the carburetor 55, through the hole 57 and tube 56, the amount of which is controlled by the needle valve 58.

The air flows all around the tube 56 and the fuel is thorou hly mixed with the air and is compresser? b the piston, and is read to be ignited the spark plug if lien crude oil is used the operation is as follows:

As the piston slows up near the end of the up stroke a further quick compression is had which brin s the compression of the charge up so. hig that it will be self-igniting. This is done by the use of a compression cylinder 36 of comparatively small diameter, in which works the piston 37, which is adapted to be driven by any suitable mechanism, in this instance the pivoted lever operated b eccentrics on the crank shaft as describe above. The lever 17 cont-rols the valve 16, which may be moved to bring the port 60 in communication with the passage' 2O to divide the air iowing to the combustion cylinder. The butterfly valve 61 in the assageway 2O is adapted to control the vo ume of a1r passing therethrough.`

What I claim is as follows, but various modifications may be made in the construction shown inthe drawin s and above particularly described form t ereof within the purview of the annexed claims.

I claim:

1. In a combustion engine of the class described comprising a combustion cylinder' with an extension thereof forming an air cylinder of larger diameter open to the air at all times in its upper portion, a piston in said combustion cylinder and an extension to said piston forming a piston to lit said air cylinder, two spaced ports in said ai'r cylinder leading by separate passageways to said combustion cylinder, an extension slide on the larger piston with a port adapted to open or close said ports one at a time, control valves in said passageways, and a carbureter connection to one of said pass eways, an inlet port in said air cylin er by blowing out spent gases, the

.cylinder ada `to fit one of said cylinders and packing rings on the other end to fit the other cylinder, exhaust ports in said combustion cylinder, air inlet ports in said compression cylinder, a rod connecting said piston with a crank shaft, a crank case ada ted to receive air from said compression cy inder two air passages from'said compression cylinder to said combustion cylinder, said passa es bemg controlled by a port through a sli e depending from the larger piston adapted to let a charge of air into said combustion cylinder just as the exhaust port starts to open, thereother of said passages being adapted to receive the fuel from a carbureter and air from the compression cylinder in proper mixture to be transmitted to said combustion cylinder.

3. In a combustion engine of the class described comprising a combustion cylinder, an air cylinder. of larger diameter joining said combustion cylinder, a piston v in said combustion cylinder with one end extended and enlarged to t said air cylinder, a crank case closing the open end of said air cylinder, a crank shaft in said crank case adapted to be rotated b the reciprocation of said piston throug a connecting rod, a passageway connecting said combustion cylinder with said air cylinder, an extension on the large piston for closing and opening said passageway, a valve in said passageway adapted to adjust the capacity thereof, a carbureter with a conduit to a tube in said passageway, a needle valve in said tube, an exhaust ort in said combustion cylinder, an air inlet port in said air cylinder, and an auxiliary cylinder communicating with said combustion cylinder, a piston in said auxiliary cylinder, and means for actuating said piston to ive an additional pressure to the charge in t e combustion cylinder under compression.

` 4. In a combustion engine of the class described, an explosion cylinder and an adjacent larger air cylinder, a piston having rings ttmg each cylinder inlet and exhaust ports for the combustion cylinder, a pair of ports at di'erent distances from the cylinder head in the lar er cylinder connected to the inlet ports of t e explosion cylinder, an extension of the larger piston adapted to open the air scavenging port rst, thereafter to close it and thereafter in the cycle, to open the air passage supplying the en ine with explosive mixture and other orts 1n the larger pted to supp y the crank case with fresh air at the top of the stroke of the engine.

l5. In an explosion engine of the class described,` a combustion cylinder, a larger air compression cylinder, a piston having rings fitting each of said cylinder inlet and eX- haust ports into the combustion chamber inlet ports and two outlet ports at different distances from the cylinder head in the air cylinder, a depending hood on the larger portion of the piston having a port adapted to open and close the air ports leading to the combustion chamber in succession, unmixed air being first supplied to the combustion chamber and carbureted air being subsequently suppliedto the combustion chamber and air inlet ports to the air cylinder adapted to allow the air to pass into the crank case adjacent the end of the stroke of the piston.

6. In an explosion engine having a cylinder with a large bore and a small bore, a piston having a large diameter and a small diameter therein with rings fitting each of said cylinders, an air tight crank case enclosing the crank and the end of the cylinder, two ports in the air cylinder at different distances from the cylinder head leading to the combustion chamber, a depending hood on the larger portion of the piston, said hood having a port therethrough adapted to open and close the two air supply ports extending to the combustion chamber, air mlet ports with the top of the air cylinder positioned to be uncovered by the larger piston to allow air to pass into the crank case and means whereby fuelwill be supplied to the final air charge passing to the combustion cylinder.

7. An engine having a/ cylinder with a large bore and a small bore, a piston having rings tting each of said bores, the larger portion of the piston having a depending hood with a port hole adjacent its upper portion, two ports and two passageways extending upwardly rom the lower ortion of the air cylinder to the inlet port o the combustion chamber, means to supply fuel to one of said passageways the arrangement being such that a charge of fresh air is rst delivered to the combustion chamber and JOHN BARLETTA. 

